Internal combustion engine



Jan. 7, 1958 M. MALLORY INTERNAL COMBUSTION ENGINE original Filed April29, 194e l2 Sheets-Sheet 1 T0 CAPE. THRU TTLE y MW TM m a WM m Jan. 7,1958 M. MALLORY 2,818,931

INTERNAL coNBUsToN ENGINE v original Filed April 29, 1948 2 sheets-sheet2 j# I i l f/ I I\\ E 7 F155. N Q@ 5 INVENTOR. v Mar/0f? Ma//Ufy ATTR/VEYS nitc 4INTERNAL COMBUSTIUN ENGINE i Marion Mallory, Detroit,Mich. i

Continuation of application Serial No. 23,953, April 29, glzlgg'fhisapplication March 19, 1956, Serial No. a

This invention relates to an internal combustion engine.

`It is an object of this invention to produce an internalcombustionengine which can be operated at extremely high compression andis therefore highly efficient.`

In the ordinary engine detonation is the limiting factor to` compressionbecause the charge heats upso rapidly as soon as the piston starts tocompress it that the charge becomes so hot it will pre-ignite and causedetonation.

This pre-ignition and detonation is also provoked or ac-A inject acooler charge of air into the combustion chamber to dilute the richmixture and bring it to normal. This makes possible the rapid burning ofthe mixture even after the piston has passed dead center. In otherwords, a richmixture burns slowly and, if air is injected into it afterthe piston has slightly passed center, the burning of the mixture willspeed up, giving most of the power on the downward stroke, in otherwords, greater leverage without bottling up the charge.

My invention also contemplates an arrangement for supplying compressedair to the engine wherein the compression of the air is effected by theinertia of the automotive vehicle so that power which is ordinarilywasted during deceleration of the vehicle is utilized for compressingthe air preparatory to injecting the same into the engine.

Fig. l is a schematic View partly in section showing a portion of anautomotive vehicle with the compressor mechanism, and

Fig. 2 is a continuation of Fig. l showing my engine.

Fig. 3 is a section along the line 3-3 of Fig. 2.

Fig. 4 is a section along the line 4-4 of Fig. 2.

Fig. 5 shows a modified form of mechanism for controlling the supply ofair to the compressor.

T he elements of my engine are referenced as follows: crankshaft 1,connecting rod 2, piston 3, cylinder 4, combustion chamber 5, spark plug6, fuel mixture intake port 7, intake valve intake valve cam 9, exhaustport 10, exhaust valve 11, exhaust valve cam 12, compressed air port 13controlled by valve 14, cam shaft 15, cams 16 and 17 for controllingvalve 1li, valve springs 18, 19, 2t), cylinder 21 and conduit Z2connecting port 13 with tank 23 of compressed air, air pump 24 havingreciprocating piston 25, conduit 26 connecting pump exhaust port 27 withinlet port 23 of tank 23, poppet valve 29 controlling port 2S,compression spring 3@ normally holding poppet valve 29 closed, poppetvalve 3l for exhaust port 27, compression spring 32 normally holdingvalve 31 closed, intake port 33, poppet valve 34 controlling intake port33, compression spring 35 normallyholding valve 34 closed,

rates Narent 45 for air intake passageway 46 pivoted on shaft 47,

r"ice ring gear 36 of the automotive vehicle differential, beveled builtinto the rear axle assembly of an automotive vehicle.`

Conventional brake pedal 42 pivoted as at 43 and connected `to thebrakes by `link d4, butterfly throttle valve crank 48 on shaft 47, link49 connecting brake pedal 42` with crank 48. Asshown in Fig. 5, link 49may be re-` i placed by, ,asuction` ldevice 50 comprising suctionchamber 51, llexiblediaphragm.52cornpression spring 53, rod` .:54connecting diaphragm 52 with crank 48, conduit 5,5l

connecting suction `member 51 into the intake passageway 56..on theengine side of carburetor throttle valve S7.` z

Shaft` V53 for carburetor throttle valve 57, crank 59 fixed on throttleshaft 58, link 6i) connecting crank 59` with crank 62 which controlslthrottle valve 63 in conduit 22. Throttle valvesr57 and `6? open andclose in unison. The carburetorwnozzpleis designated 64. j

If, as `shown in Fig. l, throttle valve is operated olfl of the brakepedal, then valve l5 `will open every` time brake `pedal 42 is depressedto apply the brakes. `lf air throttle valve 45 is `operated by suctiondevice 5i, as

shown in Fig. 5, it will be opened by intake passageway suction whenevercarburetor throttle valve 57 is closed and when throttle valve is open,the intake passageway pressure rises so that this higher pressurebecomes established `in chamber land spring 53 will then act throughlink 54 to close valve 45.

The operation of my engine is as follows: As piston 3 moves downwardly arich fuel-air mixture,` preferably carburetted, is` drawn `in throughportf7 by valve 8 which is open.` Exhaust valve 11 and valve 14 areclosed. After thel piston is started back or upwardly on its compressionstroke, then somewhere on the compression stroke earn` i 17 j opensValve 14 and air under compression from tank` 23 is forced through port13 into the combustionchain-fil ber. Valves 8 and -11, of course, willbe closed on theff compression as well as power stroke of the engine.ValveA 14 preferably closes when the piston is about. 100 beforedeadcenter. The pressure of the charging air admitted j through port 13is less than the maximum compression pressures of the fuel-air mixturecreated by piston 3. Valve 14 preferably closes when the compressionpres-` j sure and the air charging pressure are approximately bal-` .t

anced. Commiuglingof the air from port 13 and the fuel-,air mixture inthe combustion chamber decreases as the compression pressure rises landceases as the airl charging and compression pressures balance.. Thiscomt pressed air cools the combustion chamber more so at the end whereport 13 is located than the end where spark plug 6 and `intake Valve 8are located, and forces the fuel mixture `back around the spark plug inthe other end. of the combustion chamber. The mixture will be richerandhotter in the end of the combustion chamber where ignition starts, thatis, at spark plug 6, than at the opposite end of the combustion chamber.The richer mixture will be in and around the spark plug and the mixture`will be gradually leaner toward the other end of the combus-` tionchamber with the leanest mixture being present about:

bustion chamber 5 above the cylinder. The rich mixture4 at spark plug `6and intake valve 8 starts to burn and expands outwardly toward the otherend of the combustion chamber burning in a smooth wave because theburning f: llame is moving' toward a cooler part of the combustion` 'icharge through conduit 22 is throttled the same vas `the* charge isthrottled through the'carburetor connected to intake port 7.

Small cam 16 is timed to momentarily openair Avalve 14 when the pistonhas reached the end of the exhaust stroke so that a small charge ofcompressed air flows-v throughthe combustion chamber and out throughexhaust portto clear out the burned gases. This additional gush of airthrough the combustion chamber caused by small cam 16 also cools exhaustvalve 11. In my engine the overall ratio of the fuel mixture can beleaner than normal but a normal mixture ratio can be used and in suchcase a richer mixture than normal would enter the combustion chamberthrough intake port 7 and then be diluted by the compressed air chargefrom port 13.

Instead of admitting a carburetted charge through intake port 7 on theintake stroke of piston 3, air could be drawn into the combustionchamber through port 7 and fuel injected into the combustion chamber tocommingle with said air preparatory to opening valve 14.

When the vehicle is being decelerated by applying the brake 42, throttlevalve 45 is opened and pump 24 starts to pump air into air tank 23. Ofcourse, when the vehicle is being decelerated, the carburetor throttle57 and throttle 63 will be closed and pump 24 acts as a brake for thevehicle because, when decelerating, the propeller shaft 38 is driving acompressor pump., As soon as the brake is released and the carburetorthrottle 57 and air valve throttle ,63 open for acceleration, a highlycompressed air charge willV be admitted to the engine cylinder throughconduit 22, as above described, which raises the compression and givesmore power for acceleration. I have shown valve 45 connected to thebrake pedal but it can be operated bysuction device 50 because, whenthecarburetor throttle is closed during deceleration, the vacuum is highinthe manifold andthe suction device would openvalve 45 permitting V airpump 24 to draw in a charge of air and pump it into tank 23.,

The compressed air which rushes into ,the cylinder through port 13 Visdirected against andaround yexhaust valve llfwhich prevents detonationand spark plug 6, located close to the intake valve, also remains coolwhich prevents detonation. The air through port 13 canV be injectedintothe cylinder any time after they piston is near or yat top Vdeadcentery or the air injection can even con-l tinue for a period after theexplosion has taken place.-

As long .as the vehicle is running with the throttle open, if suctiondevice 50 is used or withl the brakes unappl-ied if link 49`is.used,then valve 45 will be closed `and noair will be drawn into thecompressor on the down stroke of piston 25.' Piston 25 on its downstroke will simply create. a vacuum in the cylinder above it, whichvacuum will draw the piston upwardly on its return stroke. Therefore,aside from the inertia of its moving parts, compressor 25 will not causeany power loss in the operation of the vehicle.

ThisV application is :a continuation of my copending application SerialNo. 23,958, filed April 29, 1948, and since abandoned.

1." In an vautomotive vehicle having an internal combustionengine fordriving the same,an intake passagewayy for saidcombustion-engine havinga throttle valve. controllingthe'flow of- 'motive fluidthrough saidengine, a=-.compressor,-a driving connection betweensaid compressonuand`said vehicle fonactuating said compressor,

, 4 valve controlled air inlet and exhaust ports for said compressor,conduit means including a storage chamber `connecting the exhaust portof the compressor with the combustion chamber of said engine, a throttlevalve controlling the flow of compressed air from said storage chamberto the combustion chamber, means interconnecting said last mentionedthrottle valve with the throttle valve in the intake passageway wherebythe said valves open and close in unison, a valve controlling the supplyof air to said compressor, and a valve actuator for said last mentionedvalve, said compressor having an air intake passageway, said lastmentioned valve controlling said.,

compressor fair intake passageway, saidyalve actuator comprising suctionoperated means connected into` the motive fluid intake passageway on theengine side of the throttle valve therein for opening said valve in thecompressor 4intake passageway whenever the motive ud throttle valve isin closed position.

2. In an automotive vehicle having an internal combustion engine fordriving the same, an intake passageway for said lcombustion enginehaving a throttle valve controlling the owof motive iiuid through saidengine, a compressor, a driving connection between said compressor andsaid vehicle for actuating'said compressor, valve controlled air inletand exhaust ports for said compressor,

conduit lmeans including a storage chamber connectingI the exhaust portof the compressor with the combustion chamber of said engine, valvevmeans for controlling the flow of compressed air through said conduitfrom said storage chamber to the combustion chamber, means for openingand closing said valve means and said throttle valve in unison, a valvecontrolling the supply of air to said compressor, and a valve actuatorfor said last mentioned valve, said compressor having an air intakepassageway, said last mentioned valve controlling said compressor airintake passageway, said valve actuator comprising suction operated meansconnected into the motive uid intake passageway on the engine side ofthe throttle valve therein for opening said valve in the compressorintake passageway whenever the motive iluid throttle valve is in closedposition.

3. In an automotive vehicle having an internal combustion engine fordriving the same, an intake passageway for said combustion engine havinga throttle valve controlling the iiow of motive fluid through saidengine, a compressor, a driving connection between said compressor andsaid vehicle for actuating said compressor, valve controlled air inletand exhaust ports for said compressor, conduit means includinga storagechamber conf necting the exhaust port of the compressor with thecombustion chamber of said engine, valve means for controlling the ilowof compressed air through said conduit from saidstorage chamber to thecombustion chamber, means for opening and closing said valve means andsaid throttle valve in unison, a valve controlling the supply of air tosaid compressor, and a valve actuator for said last mentioned valve,said compressor having an air intake passageway, said last mentionedvalve controlling said compressor air intake passageway, said valveactuator comprising means for opening said valve in the compressorintake passageway whenever the motive fluid throttle valve is in closedposition.

4. In an automotive vehicle having an internal combustion engine fordriving the same, an intake passageway for said combustion engine havinga throttle valve controlling i the ow of motive uid through said engine,a compressor, a drlving connection between said compressor and saidvehicle for actuating said compressor, valve controlled air engine,valve means for controlling the ow of comf pressed air through saidconduit from said storage chamber to the combustion chamber, means foropening and closingpsaid valve means and said throttle valve in uni-;`

son, a valve controlling the supply of air to said cornpressor, and avalve actuator for said last mentioned valve, said compressor having anair intake passageway, said last mentioned valve controlling saidcompressor air intake passageway, said valve actuator comprising meansresponsive to movement of said motive Huid throttle valve to closedposition for opening said valve in the compressor intake passagewaywhereby said compressor is connected with a source of air whenever thereis a drop in pressure in said motive uid intake passageway on the engineside of the throttle valve therein.

5. In an automotive vehicle having an internal combustion engine fordriving the same, an intake passageway for said combustion engine havinga throttle valve controlling the flow of motive fluid through saidengine, a compressor, a driving connection between said compressor andsaid vehicle for actuating said compressor, valve controlled air inletand exhaust ports for said compressor, conduit means including a storagechamber connecting the exhaust port of the compressor with thecombustion chamber of said engine, valve means for controlling the ow ofcompressed air through said conduit from said storage chamber to thecombustion chamber, a valve controlling the supply of air to saidcompressor, and a valve actuator for said last mentioned valve, saidcompressor having an air intake passageway, said last mentioned valvecontrolling said compressor air intake passageway, said valve actuatorcomprising means responsive to movement of said motive fluid throttlevalve to closed position for opening said valve in the compressor intakepassageway whereby said compressor is connected with a source of airwhenever there is a drop in pressure in said motive fluid intakepassageway on the engine side of the throttle valve therein, said valvemeans controlling the flow of compressed air from said storage chamberto the combustion chamber comprising a throttle valve, meansinterconnecting said last mentioned throttle valve with the throttlevalve in the motive uid intake passageway whereby said valves open andclose in unison.

No references cited.

